Lubricating arrangement for the crank cases or oil chambers of motor vehicles



Feb. 26 1924. 1,484,641

w. E. eoopvvm LUBRICATING ARRANGEMENT FOR THE CRANK CASES OR OIL CHAMBERS OF MOTOR VEHICLES Filed Oct. .27. 1922 5 Sheets-Sheet l Feb. 26, 1924. 1,484,641

w. E. soonwm LUBRICATING ARRANGEMENT FOR THE CRANK CASES OR OIL CHAMBERS OF MOTOR VEHICLES gi'1ed 001;. 27. 132; 3 sheets-sheet 2 j i '1 -Feb. 26 1924.

w. E. GOODWIN LUBRICATING ARRANGEMENT FOR THE CRANK GASES OR OIL CHAMBERS OF MOTOR VEHICLES Filed Oct. 27 1922 3 Sheetg-Sheet 5 Patented Feb. 26, 1924..

WALTER ERNEST GOODWIN, OF SALE, ENGLAND.

LUBRIGATING ARRANGEMENT FOR 'I'HE CRANK CASES R VEHICLES.

OIL CHAMBERS OF MOTOR Application filed. October 27, 1922 Serial No. 597,247.

To all whom it may concern:

Be it known that I, WALTER ERNEST Goon- WIN, a subject of the King of Great Britain and Ireland, residing at 1 South Bank, 6 Northenden Road, Sale, in the county of Chester, England, have invented new and useful Improvement-s in Lubricating Arrangements for the. Crank Cases or Oil 1 Chambers of Motor Vehicles, of which the 10 following is a specification.

My improvements relate to lubricating ar rangements for the crank casesor other oil chambers of motor vehicles and in particular to the crank cases of the Ford car.

In supplying the crank case, or sumph, of suchmotor vehicles, the lubricant requires to be pouredinto. a. charging "inlet or breather pipe very awkwardly situated under the bonnet; into which it is diflic'ult to pour oil with.-

out incurring waste and risk of damage to clothes. Some owners provide themselves .with particular types of tundish to obviate loss of oil. V I Upon the crank case two cocks are fitted,

one at a low level, and the other at ahig'her level. These cocks are also very awkwardly disposed and they can only be operated by kneeling .down and groping for them with a pair ofv pliers.w As is known, if oil reaches v the upper cock, the crank case issufliciently charged, but if the oil falls below the level V of the lower cock then the sumph. contains too little. i

As stated, not only is it diflicult to charge the crank case with oil, but, to check the contained quantity by operating the cocks is a job which a user finds objectionable and onewhich is oftenshirked. For this reason Ford engines are apt to be over or under lubricated. Ifprovide a separate oil reservoir or supply tank together with a pump or forcing device and I use a vessel or float chamber in combination therewith. This vessel or float chamber communicates. .with the sumph, crank case, or other chamber to be supplied, and acontrol valve is. used which isautomatically controlled. in manner permitting thefpuinp to supply oil tothesuiiiph or the likeQ'f the level is .too low,but.if sufficiently high then the pumped .oil returnsrto theoil reservoir or supply tank.

The attacheddrawingsillustrate a suitable arrangement, of parts. according to my system of supplying'lubricating oil to suiriphs or such like of engines, and, in the drawcontrol valve housing or casing, the pipe con-' nections, and the cover of the float tank.

Fig. 5 is a side elevationof the oil distributor control valve housing or casing and the float vessel or chamber.

According to my invention I provide a sep- I arate or auxiliary oil reservoir or supply tank a, that is, a distinct vessel which can be charged with lubricant through the filler opening a" which may be provided with a sieve a This oil reservoir or supply tank ahas combined with it a hand pump bdrawthrough a sieve b and the said reservoir or supply tanka may be located on the running board or elsewhere as found convenient,"

The oil to be supplied to the crank case or sumph is poured into this reservoir or supply 7 tank a. 7 r

V In connection with the crank case or sumph is a vessel or float chamber 0 with a transfer pipe or flanged connection 0 by which coming" its supply from the oil reservoir "a munication exists between the sumph cl and the vessel or float chamber 0, the oil in the sumph d finding its own level in the vessel or float chamber 0. The level .at whiclrthe opening 0* exists in the vessel or float chamber 0 is below what is a safe oil level in the sumph d. The level of the oil in the vessel or float chamber 0 affects a float a contained therein and which float may be guided. In connection with such float and'its containing vessel 0 I may use a system of levers 7,

fulcrumed at f, the levers beingconnected by pivoted links 9 to the float e and by pivoted links it to the prepared foot of or extensions from a movable control valve or oil dietributor. Conveniently I use a movable control valve 2' having a straight translation and bored right through at 2" forthe passage of air as is necessary. This control valve is movable in an exterior housing or casing y' and is actuated by the movement of the float e, that is, when the oil level is too low,

the float falls and moves or opens the control valve, whilst when a full supply of oil is contained in the sumph the level in the vessel or float chamber 0 coincides and the float e is lifted to draw down or close the control valve. I

The control valve housing or casing has three pipe connections made to it, that marked j being the inlet or feed pipe from the oil reservoir or supply tank, that marked 7" being the outlet pipe leading to the crank case d, or sumph, as the case may be, whilst j is the outlet pipe leading back to the oil reservoir or supply tank ct. The latter pipe 9' is preferably fitted with a sight-feed glass or equivalent contrivance marked j by which oil may be seen orindicated as passing back to the oil reservoir or supply tank a.

The control valve 6 may be of simply cylindrical type turned to several diameters and the valve housing or casing, j may have a screwed-on cap y' bored at the points j and holding in place a gauze cap 3'. Screwed nipples 7' with packings make good the pipe joints j, j", 7' to the valve housing or casing 7'.

If the car user has reason to think the oil in the sumph or crank case needs replenishing, he simply operates the pump 1) on the reservoir or supply tank a and forces oil therefrom along the inlet or feed pipe y" to the control valve housing or casing. Should the float e be down (as in Fig. 2) the control valve 2' allows the oil to enter through the port i and by reason of the reduced neck j to pass through the port j and along the outlet pipe j leading to the crank case a3. The user goes on pumping until the oil in the sumph d rises and also correspondingly enters the float chamber e. When the level in the float chamber rises sufliciently, it operates and through the float, &c., lowers the control valve '5 gradually drawing the latter down. When the crank case is sufiiciently charged, the control valve t has moved to such an extent as to cut-off the outlet pipe j leading to the crank case and to obstruct the port j and to place the inlet or feed pipe 3" in communication with the outlet .pipe j via the port j", said outlet pipe j leading back to the supply reservoir a. When this happens, no further oil can pass to the crank case and the user sees the oil passing back through the sightfeed glass 7' to the supply reservoir a. He then appreciates the fact, that the crank case or sumph is sufliciently supplied, and ceases to pump.

In any case of doubt, a user need only just work the pump and he knows, as soon as oil flows through the sight-feed glass, the sumph or crank case is sufliciently charged and that any further continuance of the use of the pump is only passing or circulating the oil from the supply reservoir back thereto without affecting the sumph or crank case. Thus over-oiling and waste is prevented, whilst the actuation of the pump is at any time an easy matter and so simply done that the owner can give the uestion of oiling attention at proper interva s.

The oil feed to supply the engine may be delivered at any convenient point or points the drawing illustrating delivery to the crank case a? and the oil flowing into the sumph (Z as is the ordinary practice with a Ford car for example.

It will be appreciated that on the fall of the float a following a fall of the oil level in the sumph, the movement of the float again opens the control valve.

My improvements are applicable to other makes of motor vehicles apart from Ford cars and to other reservoirs on cars which are required to supply oil to be kept at a level within limits.

By my invention Ican provide a generous supply of oil ready for use and effect a clean and positive feed. The oil level cannot be raised above a pre-determined height which is the correct level required. There is no waste. The system reduces repairs and prolongs the life of the engine. There are no taps to open or close. The sight-feed shows conditions and can be placed in any convenient position. No connection exists between clean oil in the supply and the dirty oil in the sumph. Making good the oil level can be effected in the dark without risk of over-oiling.

I have shown the float-chamber a as supported from the engine casing by distance pieces and bolts, and'the delivery pipe 7' supported by bolted-on brackets or supports Z, but all this may be obviously much varied.

I declare that what I claim is.

1. Means for supplying lubricant to a crank case, sumph or other chamber adapted to receive lubricant, comprising an oil reservoir, a hand-actuated forcing device drawing from the reservoir, a float chamber, a passageway between the float chamber and the receiving chamber, a float in the float chamber, a control valve operated by the said float, a casing for the control valve, a pipe leading from the forcing device to the control valve casing, a passageway leading from the control valve casing to the chamber receiving lubricant,-and a passageway leading back from the control valve casing to the oil reservoir.

2. Means for supplying lubricant to a crank case or chamber adapted to receive lubricant, comprising an oil reservoir, a forcing device drawing from the reservoir, a float chamber, a passageway between the float chamber and thereceiving chamber, a float in the float chamber, a control valve, lever and link mechanism between the float a passageway leading from the pump to the a passageway leading from the control valve casing to the receiving chamber, and a passageway leading back from the control valve casing to the oil reservoir.

3. Means for supplying lubricant to a crank case or other chamber adapted to receive lubricant, comprising an oil reservoir, a forcing device drawing from the reservoir, a float chamber, a passageway between the float chamber and the receiving chamber, a float in the float chamber, a control valve operated by the said float, a casing for the control valve, a pipe leading from the forcing device to the control valve casing, a passageway leading from the control valve casing to the chamber receiving lubricant, a passageway leading back from the control valve casing to the oil reservoir and a sightfeed on said passageway for the purposes set forth.

4:. Means for supplying lubricant to a crank case or sumph adapted to receive lubricant, comprising an 011 reservolr,

a pump drawing from the reservoir, a float chamber, a passageway between the float chamber and the receiving chamber, a float in the float chamber, a control valve, lever and link mechanism between the float and control valve, a casing for the control valve, a pipe leading from the pump to the control valve casing, a passageway leading from the control valve casing to the receiving chamber, a pipe leading back from the control valve casing to the oil reservoir, and a sight-feed on said pipe.

In testimony whereof I have signed my name to this specification.

WALTER ERNEST GOODWIN. 

